A.
The arrangement,
character, extent, width, grade and location of all streets shall
conform to the City of Lufkin’s Thoroughfare Plan and the TCSS
Manual, and shall be considered in their relation to existing and
planned streets or driveways, to topographical conditions, to public
safety and in their appropriate relation to the proposed uses of the
land to be served by such streets. Reserve or residual strips of land
controlling access to or egress from other property, or to or from
any street or alley, or having the effect of restricting or damaging
the adjoining property for subdivision purposes or which will not
be taxable or accessible for improvements shall not be permitted in
any subdivision. All streets shall be constructed in accordance with
Section 5 and with the TCSS Manual.
B.
Proposed
streets shall provide a safe, convenient and functional system for
vehicular and pedestrian circulation and shall be properly related
to the Thoroughfare Plan and any amendments thereto, and shall be
appropriate for the particular traffic characteristics of each proposed
subdivision or development. All public streets shall be open and unobstructed
at all times. For private streets, see Subsection c.9 [C.9] below.
C.
Adequacy
of Streets and Thoroughfares.
1.
Responsibility
for Adequacy of Streets and Thoroughfares.
The property
owner shall assure that the subdivision is served by adequate streets
and thoroughfares, and shall be responsible for the costs of rights-of-way
and street improvements, in accordance with the following policies
and standards, and subject to the City’s participation in the
costs subject to the City’s oversize policy for oversize facilities.
2.
General
Adequacy Policy.
Every subdivision shall be served by
streets and thoroughfares adequate to accommodate the vehicular traffic
to be generated by the development. Proposed streets shall provide
a safe, convenient and functional system for traffic circulation,
and shall be properly related to the City’s Thoroughfare Plan,
road classification system, Comprehensive Plan and any amendments
thereto, and shall be appropriate for the particular traffic characteristics
of each development.
3.
Road Network.
New subdivisions shall be supported by a road network having
adequate capacity, and safe and efficient traffic circulation.
4.
Approach
Roads and Access.
All subdivisions must be connected
to the City’s improved thoroughfare and street system by one
or more approach roads of such dimensions and approved to such standards
as are hereinafter set forth. Requirements for dedication of right-of-way
and improvement of approach roads may be increased depending on the
density or intensity of the proposed development, if such need is
demonstrated by traffic impact analysis.
a.
The subdivision
shall be designed to provide adequate emergency access for public
safety vehicles. Each residential lot in the subdivision shall have
a minimum frontage on a dedicated street as required by applicable
zoning (or if no such requirement exists, minimum frontage of 30'),
unless other provisions have been authorized through planned development
approval.
5.
Street
Dedications.
a.
Dedication
of Right-of-Way and Road Improvements.
The property owner
shall provide all rights-of-way required for existing or future streets,
and for all required street improvements, including perimeter streets
and approach roads, as shown in the Thoroughfare Plan or other valid
development plans approved by Planning and Zoning Commission and/or
City Council.
(1)
Whenever an existing street has insufficient right-of-way to meet
current standards for street widths, the owner or subdivider shall
dedicate the necessary right-of-way along the common property line
to provide for the street width standard. Generally, the amount of
dedication will be equal to that which is required to equal one-half
(1/2) of the street width standard when measured from the centerline
of the street. However the amount of right-of-way dedication shall
ultimately be based on that which is necessary to maintain continuity
with adjacent tracts or parcels and future right-of-way needs.
b.
Perimeter
Streets.
Where an existing half-street is adjacent to
a new subdivision or addition, the other half of the street shall
be dedicated and improved by the developer of the subdivision or addition.
c.
Slope
Easements.
The dedication of easements, in addition to
dedicated rights-of-way shall be required whenever, due to topography,
additional width is necessary to provide adequate earth slopes. Such
slopes shall be in excess of three feet (3') horizontal to one foot
(1') vertical.
6.
Street
Construction.
All streets and thoroughfares shall be
constructed to City standards and in rights-of-way as required by
the Thoroughfare Plan, in accordance with the TCSS Manual and/or other
City standards as may be from time to time adopted.
7.
Intersection
improvements and traffic-control devices
shall be installed as warranted in accordance with the traffic impact analysis required by subsection (f) [F.]. Construction and design standards shall be in accordance with City standards and the TCSS Manual.
8.
Phased
Development.
Where a subdivision is proposed to occur
in phases, the subdivider, in conjunction with submission of the preliminary
plat, shall provide a schedule of development. The schedule shall
set forth the intended plan of development and dedication of rights-of-way
for streets and street improvements, whether on-site or off-site,
intended to serve each proposed phase of the subdivision. The Planning
and Zoning Commission shall determine whether the proposed streets
and street improvements are adequate pursuant to standards herein
established and may require that a traffic impact analysis be submitted
for the entire project or such phases as the Commission determined
to be necessary to adjudge whether the subdivision will be served
by adequate streets and thoroughfares. The Planning and Zoning Commission
may require temporary improvements, as required for public safety,
which will be removed upon construction of additional phases of development.
9.
Private
Streets.
All private streets shall be designed and constructed
in accordance with the City’s standards for publicly dedicated
streets. The term “private street” shall be inclusive
of alleys, if such are to be provided within the subdivision.
a.
Subdivision
Eligibility Criteria.
Private streets shall be permitted
only within a subdivision satisfying each of the following criteria:
(1)
No street shall be less than five hundred (500) feet in length;
(2)
The streets to be restricted to private use are not intended for
regional or local through traffic circulation (see subsection 3.1c.9.(b)
below);
(3)
The subdivision is not located adjacent to an existing or approved
public street subdivision that can be reasonably connected, even though
the street connection would require construction of a bridge or culvert
- the two subdivisions shall be connected as public street subdivisions;
(4)
A mandatory property (homeowners) association, which includes all
property to be served by the private streets, will be formed (see
subsection 3.1c.9.(e) below); and
(5)
The subdivision conforms to any other special guidelines for private
street developments as may be approved separately by the Planning
and Zoning Commission or City Council.
b.
Streets
Excluded.
Streets that are shown on the City’s
Thoroughfare Plan as collectors (Types “C” and “D”)
or arterials (Types “A” and “B”) shall not
be used, maintained or constructed as private streets, and a private
street subdivision shall not cross or interfere with an existing or
future collector or arterial street. Also, the Planning and Zoning
Commission or City Council may deny the creation of any other private
street if, in their sole judgment, the private street would:
c.
Access
Onto Public Thoroughfare.
A private street subdivision
shall provide a minimum of seventy feet (70') of access frontage on
a public collector or arterial street for subdivision entrances; primary
access into a private street subdivision shall be from a collector
(Type “C” and “D”), as shown on the City’s
Thoroughfare Plan, or from a larger roadway. Restricted access entrances
shall not be allowed from minor collectors (Type “D”),
minor residential/local streets (Type “E”), rural streets
(Type “F”), or from alleys. No more than two (2) gated
street entrances may intersect a thoroughfare that is designated on
the City’s Thoroughfare Plan as Type “D” or larger
within any one (1) mile segment.
d.
Parks
and Greenbelts Excluded.
A private street subdivision
shall not cross or interfere with an existing or future public pedestrian
pathway, hike and hike trail, greenbelt or park as shown on the City
of Lufkin’s Park Master Plan.
e.
Property
(Homeowners) Association Required.
Subdivisions developed
with private streets shall have a mandatory property owners association
which includes all property served by the private streets. The association
shall own and be responsible for the maintenance of private streets
and appurtenances. The association documents must establish a reserve
fund for the maintenance of streets and other improvements. The association
documents shall be reviewed and approved by the City Attorney to ensure
that they conform to this and other applicable City rules and regulations.
The documents shall be filed of record prior to final plat approval.
Lot deeds must convey membership in the association, and most provide
for the payment of dues and assessments required by the association.
The association may not be dissolved without the prior written consent
of the City Council. No portion of the association documents pertaining
to the maintenance of private streets and alleys, and assessments
therefor, may be amended without the written consent of the City Council.
f.
Private
Street Lot.
Private streets must be constructed within
a separate lot owned by the property owners association. This lot
must conform to the City’s standards for public street rights-of-way.
An easement covering the street lot shall be granted to the City providing
unrestricted access to and use of the property for any purpose deemed
necessary by the City. This right shall also extend to all utility
providers operating within the City. The easement shall also permit
the City to remove any vehicle or obstacle within the street lot that
may impair emergency access.
g.
Construction
and Maintenance Cost.
The City shall not pay for any
portion of the cost of constructing or maintaining a private street.
h.
Infrastructure/Utilities.
All water, sewer and drainage facilities, streetlights, and
traffic-control devices (e.g., signs) placed within the private street
lot shall be installed to City standards, and shall be dedicated to
the City prior to filing the record plat for the subdivision. All
private traffic-control devices and regulatory signs shall conform
to the “Texas Manual of Uniform Traffic Control Devices.”
All City regulations relating to infrastructure financing, developer
cost participation, and capital cost recovery shall apply to developments
with private streets.
(1)
The metering for utilities such as water, gas and electricity shall
be located on the individual lots to be served, not grouped together
in a single (or multiple) centralized location (i.e., no centralized “gang-box”
style metering stations).
i.
Plans
and Inspections.
Development applications for subdivisions
with private streets must include the same plans and engineering information
required for public streets and utilities. City requirements pertaining
to inspection and approval of improvements shall apply, and fees charged
for these services shall also apply. The City may periodically inspect
private streets, and may require any repairs necessary to ensure efficient
emergency access and/or to protect the public health, safety, convenience
and welfare.
j.
Restricted
Access.
The entrances to all private streets must be clearly marked with a sign, placed in a prominent and visible location, stating that the streets within the subdivision are private, and that they are not maintained by the City. Guard houses, access control gates, and cross-arms, if used, shall be constructed per subsection (k) below. All restricted access entrances must be manned twenty-four (24) hours every day, or they must provide an alternative means of ensuring access to the subdivision (preferably with an Opticom-type system for emergency access) by the City and other utility or public service providers (e.g., postal carriers, utility companies, etc.) with appropriate identification. If the association fails to maintain reliable access as required herein, the City may enter the subdivision and remove any gate or device which is a barrier to access at the sole expense of the association. The association documents shall contain provisions in conformity with this Section that may not be amended without the written consent of the City Council.
k.
Access
Restricted Entrance Design Standards.
Any private street
which has an access control gate or cross-arm must have a minimum
uninterrupted pavement width of twenty-seven feet (27') at the location
of the gate or access control device (both ingress and egress) regardless
of the type of device used. If an overhead (e.g., lift-up) barrier
is used, it must be a minimum of fourteen feet (14') in height above
the road surface, and this clearance height shall be extended for
a minimum distance of fifty feet (50') in front of and behind the
location of the device. All gates and cross-arms must be of a break-away
design. A minimum vehicle stacking distance of fifty feet (50') shall
be provided from the right-of-way line of the public road from which
the private street subdivision is accessed to the first vehicle stopping
point, which is usually an access request keypad/telephone or guard’s
window. Adequate distance shall be provided between the access request
point(s) and the entry barrier (e.g., gate) to accommodate a vehicle
turn-around as described below.
(1)
A paved turn-around space must be located in front of any restricted
access entrance barrier (i.e., between the access request device and
the barrier/gate) to allow vehicles that are denied access to safely
exit onto public streets without having to back up (particularly into
the public street upon which the entrance is located). The design
and geometry (i.e., pavement width, inside radius, etc.) of such turn-around
shall be such that it will accommodate smooth, single-motion U-turn
movements by the following types of vehicles:
(a)
Larger passenger vehicles (e.g., vans, pickup trucks, etc.);
(b)
Passenger vehicles with short trailers up to twenty-four feet (24')
in length (e.g., small flatbed, camping or box-type trailers); and
(c)
The types of service and utility trucks that typically visit or make
deliveries to neighborhoods that are similar to the proposed private
street development (e.g., utility company vehicles, postal/UPS delivery
trucks, two-to three-axle flatbed or box-type trucks used by contractors
and moving companies, etc.).
|
City staff and/or the Planning and Zoning Commission may require
submission of additional drawings, plans and/or exhibits demonstrating
that the proposed turn-around will work and that vehicle turn-around
movements will not compromise public safety on the entry roadway or
on the adjacent public street(s). The design of all proposed access
restricted entrances (i.e., a site plan) must be submitted for review
and approval by the City Engineer, Police Department and Fire Department
along with the construction plans for the subdivision prior to construction
and approval of the final plat.
|
l.
Waiver
of Services.
The subdivision final plat, property deeds
and property owners association documents shall note that certain
City services shall not be provided for private street subdivisions.
Among the services which will not be provided are: routine law enforcement
patrols, enforcement of traffic and parking regulations, and preparation
of accident reports. Depending upon the characteristics of the development
and upon access limitations posed by the design of entrances into
the subdivision, other services (such as sanitation) may not be provided.
m.
Petition
to Convert to Public Streets.
The property owners association
documents shall allow the association to petition the City to accept
private streets and any associated property as public streets and
right-of-way upon written notice to all association members and upon
the favorable vote of a majority of the membership. However, in no
event shall the City be obligated to accept said streets as public.
Should the City elect to accept the streets as public, then the City
has the right to inspect the private streets and to assess the lot
owners for the expense of needed repairs concurrent with the City’s
acceptance of the streets. The City shall be the sole judge of whether
repairs are needed. The City may also require, at the association’s
expense, the removal of any guard houses, access control devices,
landscaping and/or other aesthetic amenities located within the street
lot. The association documents shall provide for the City’s
right to such removal and assessment. Those portions of the association
documents pertaining to the subject matter contained in this Section
shall not be amended without the written consent of the City.
n.
Hold
Harmless.
On the subdivision final plat shall be language
whereby the property owners association, as owner of the private streets
and appurtenances, agrees to release, indemnify, defend and hold harmless
the City, any other governmental entity, and any public utility entity
for damages to the private streets that may be occasioned by the reasonable
use of the private streets by same, and for damages and injury (including
death) arising from the condition of the private streets, out of any
use of access gates or cross-arms, or out of any use of the subdivision
by the City or governmental/utility entity.
D.
Escrow Policies
and Procedures.
1.
Request
for Escrow.
Whenever these regulations require a property
owner to construct (including design, engineering and construction)
a street or thoroughfare (or other type of public improvement), the
property owner may petition the City to construct the street or thoroughfare
in exchange for deposit of escrow as established in this section.
If the property owner requests escrow in lieu of constructing more
than one street or thoroughfare required to meet adequacy standards
for roadways, the City may establish separate escrow accounts for
such affected roadways, or may determine that some roadways should
be constructed, while escrow should be accepted from [for] others.
The City Engineer (or designee) shall advise the Planning and Zoning
Commission whether escrow is to be accepted in lieu of the obligation
to construct a street or thoroughfare.
2.
Deposit
With the City.
Whenever the City agrees to accept escrow
deposits in lieu of construction by the owner of the property under
these regulations, the property owner or developer shall deposit an
amount equal to his share of the costs of design and construction
in escrow with the City. Such amount shall be paid prior to release
of construction plans by the City. The obligations and responsibilities
of the property owner shall become those of property owner’s
transferees, successors and assigns; and the liability therefor shall
be joint and several.
3.
Determination
of Escrow Amount.
The amount of the escrow shall be determined
by the City Engineer using the average of several comparable bids
that were awarded by the City in the preceding six (6) months or,
if none exist, then in the preceding year or, if none exist, by using
current costs of construction (including engineering design fees,
contingencies, administrative fees, and related costs) as determined
by an estimate by the City. Such determination shall be made as of
the time the escrow is due hereunder.
4.
Termination
of Escrow.
Escrows which have been placed with the City
under this section which have been held for a period of ten (10) years
from the date of such payment or agreement, in the event that the
City has not authorized the preparation of plans and specifications
for construction of such roadway facilities for which the escrow was
made, shall upon written request be returned to the property owner,
with accrued interest.
5.
Refund.
If any street or highway for which escrow is deposited is constructed
by a party other than the City, or is reconstructed by another governmental
authority at no cost to the City, the escrowed funds and accrued interest
shall be refunded to the property owner or developer who originally
paid the escrow amount after completion and acceptance of the public
improvements. In the event that a portion of the cost is borne by
the City and the other portion of the cost by another party or governmental
authority, the difference between the owner’s actual proportionate
cost and the escrowed funds, including accrued interest, if any, shall
be refunded after completion and acceptance of the improvements.
6.
Interest
Limitation.
If money is refunded within six (6) months
of deposit, only the principal will be refunded. Monies returned after
this date will be refunded with interest accrued, calculated at one
percent (1%) less than the rate of actual earnings.
E.
Any preliminary
plat or plat involving a significant change to a proposed roadway
alignment from that shown on the City of Lufkin’s Thoroughfare
Plan may be required to be preceded by submission and approval of
a traffic impact analysis as specified in Subsection F below.
F.
Traffic
Impact Analysis.
If the City Council or Planning and
Zoning Commission requires a traffic impact analysis, the following
elements shall be included:
1.
General
Site Description.
The traffic impact analysis shall include
a detailed description of the roadway network within one (1) mile
of the site, a description of the proposed land uses, the anticipated
states [stages] of construction, and the anticipated completion date
of the proposed land development shall be provided. This description
which may be in the form of a map, shall include the following items:
(1) all major intersections; (2) all proposed and existing ingress
and egress locations; (3) all existing roadway widths and rights-of-way;
(4) all existing traffic signals and traffic-control devices; and
(5) all existing and proposed public transportation services and facilities
within a one (1) mile radius of the site.
2.
Proposed
Capital Improvements.
The traffic impact analysis shall
identify any changes to the roadway network within one (1) mile of
the site that are proposed by any government agency or other developer.
This description shall include the above items as well as any proposed
construction project that would alter the width and/or alignment of
roadways affected by the proposed development.
3.
Roadway
Impact Analysis.
a.
Transportation
Impacts:
(1)
Trip Generation.
The average weekday trip generation
rates (trip ends), the average weekend trip generation rates (uses
other than residential or institutional), the highest average a.m.
and p.m. hourly weekday trip generation rates, and the highest hourly
weekend generation rates (uses other than residential or institutional)
for the proposed use shall be determined based upon the trip generation
rates contained in the most recent edition of the Institute of Transportation
Engineers, Trip Generation Manual; or shall be based upon data generated
by actual field surveys of area uses compatible to the proposed use
and approved by the City Engineer of the City of Lufkin.
(2)
Trip Distribution.
The distribution of trips to arterial
and collector roadways within the study area identified in subsection
3.1.F.1 (General Site Description) above shall be in conformity with
accepted traffic engineering principles, taking into consideration
the land use categories of the proposed development; the area from
which the proposed development will attract traffic; competing developments
(if applicable); the size of the proposed development; development
phasing; surrounding existing and anticipated land uses, population
and employment; existing daily traffic volumes based on City traffic
counts or traffic counts conducted by the Texas Department of Transportation
(TxDOT); projected daily traffic volumes; and existing traffic conditions
identified pursuant to subsection 3.1.F.1 above.
b.
Adequacy
Determination:
(1)
The roadway network included within the traffic impact analysis shall
be considered adequate to serve the proposed development if existing
roadways identified as arterials and collectors can accommodate the
existing service volume, and the service volume of the proposed development,
and the service volume of approved but unbuilt developments holding
valid, unexpired building permits at a level of service “C”
or above.
4.
Intersection
Analysis.
a.
Level
of Service Analysis:
(1)
For intersections within the roadway traffic impact analysis study
area described in subsection 3.1.F.1 herein, a level of service analysis
shall be performed for all arterial/arterial, arterial/collector,
collector/collector intersections and other intersections identified
by City staff. Also, level of service analyses will be required on
all proposed site driveway locations for all nonresidential developments.
The City may waive analysis of minor intersections and site driveway
locations within the one-mile radius. The level of service analysis
shall be based upon the highest hourly average a.m. or p.m. peak weekday
volume or highest average hourly peak weekend volume as determined
from a two-day survey of weekday volumes and, where necessary, a one-day
survey of weekend volumes. The level of service analysis shall take
into consideration the lane geometry, traffic volume, percentage of
right-hand turns, percentage of left-hand turns, percentage of trucks,
intersection width, number of lanes, signal timing and progression,
roadway grades, pedestrian and bicycle flows, school routes, number
of accidents, and peak hour factor.
b.
Adequacy
Analysis.
(1)
The intersections included within the traffic impact analysis shall
be considered adequate to serve the proposed development if existing
intersections can accommodate the existing service volume, the service
volume of the proposed development, and the service volume of approved
but unbuilt developments holding valid, unexpired building permits
at level of service “C” or above.
5.
Effect
of Adequacy Determination.
a.
If the
adequacy determination for roadways and intersections indicates that
the proposed development would cause a reduction in the level of service
for any roadway or intersection within the study area identified in
subsection 3.1f.1 herein that would cause the roadway to fall below
the level of service required hereto, the proposed development shall
be denied unless the developer agrees to one of the following conditions:
(1)
The deferral of building permits until the improvements necessary
to upgrade the substandard facilities are constructed;
(2)
A reduction in the density or intensity of development;
(3)
The dedication or construction of facilities needed to achieve the
level of service required herein; or
(4)
Any combination of techniques identified herein that would ensure
that development will not occur unless the levels of service for all
roadways and intersections within the traffic impact analysis study
are adequate to accommodate the impacts of such development.
G.
Arrangement
of Streets Not Shown on the Thoroughfare Plan.
For streets
that are not shown on the City’s Thoroughfare Plan (e.g., local
residential streets), the arrangement of such streets within a subdivision
shall:
1.
Provide
for the continuation or appropriate projection of existing streets
from or into surrounding areas;
2.
Conform
to a plan for the neighborhood approved or adopted by the City to
meet a particular situation where topographical or other conditions
make continuance or conformity to existing streets impractical;
3.
Provide
for future access (i.e., provide stubbed streets for future extension)
to adjacent vacant areas which will likely develop under a similar
zoning classification;
4.
Not conflict
in any way with existing or proposed driveway openings.
H.
Minor residential
streets shall be laid out so that their use by through traffic will
be discouraged, but access is provided to adjacent subdivisions.
I.
Where a subdivision
abuts or contains an existing or proposed arterial street, the City
may require marginal access streets, reverse frontage (lots which
back onto the arterial), deep lots with rear service alleys, or such
treatment as may be necessary for adequate protection to residential
properties and to afford separation of through and local traffic.
J.
Reserve strips
controlling access to streets shall be prohibited except where their
control is definitely placed by the City under conditions approved
by the Planning and Zoning Commission and City Council.
K.
Intersecting,
undivided streets with centerline offsets of less than one hundred
twenty-five feet (125') shall be avoided. Intersecting streets onto
a divided roadway must be configured such that the centerline offset
will accommodate the appropriate left-turn lanes (with required transition
and stacking distances) onto each of the two intersecting streets.
L.
Major thoroughfare
intersections shall be at ninety degree (90°) angles and tangent
to the intersecting street for at least fifty feet (50'). Other street
intersections shall be laid out so as to intersect as nearly as possible
at right angles, and no street shall intersect at less than eighty
degrees (80°).
M.
Street right-of-way
widths shall be shown on the Thoroughfare Plan, and where not shown
therein shall be shown in the TCSS manual. The City may approve rural
type construction design (Type “F”), (i.e. without curb
and gutter) for residential streets with a minimum right-of-way width
of sixty feet where property has the zoning classification of “Residential
Large” or “Agricultural” only, based upon a recommendation
from the City Engineer and approval of the Planning and Zoning Commission.
N.
Construction
of half-streets shall be prohibited, except when essential to the
reasonable development of the subdivision in conforming with the other
requirements of these regulations and the Thoroughfare Plan, and where
the City makes a determination that there is no immediate benefit
to be gained by constructing the full street section since no access
from the street will be needed by the subdivision in question. The
City may also find that it would be more practical (and/or cost effective)
to delay construction of the other half of a street when the adjoining
property is developed.
O.
The maximum
length of any block or street segment shall be one thousand two hundred
feet (1,200'), as measured along the street centerline and between
the point(s) of intersection with other through (i.e., not dead-end
or cul-de-sac) streets.
P.
Except as
provided in Subsection Q below, a residential cul-de-sac shall not
exceed 1000 feet nor serve more than thirty (30) dwelling units. A
nonresidential cul-de-sac shall not exceed five hundred (500) feet.
The closed end shall have a turn-around bulb with an outside pavement
diameter of at least eighty (80) feet and a right-of-way diameter
of at least one hundred (100) feet. The length of a cul-de-sac shall
be measured from the centerline of the intersecting street to the
centerline of the cul-de-sac bulb.
Q.
Based upon
a City staff recommendation, the Planning and Zoning Commission may
approve waivers/suspensions for overlength streets and/or cul-de-sacs
upon consideration of the following:
1.
Alternative
designs which would reduce street/cul-de-sac length;
2.
The effect
of overlength streets upon access, congestion, delivery of municipal
services, and upon convenience to residents of the subdivision in
traveling to and from their homes; and
3.
Means of
mitigation, including but not limited to additional mid-block street
connections, limitation on the number of lots to be served along an
overlength street segment or cul-de-sac, temporary (or permanent)
points of emergency access, and additional fire protection measures.
R.
Except in unusual cases, no dead-end streets will be approved unless such dead-end streets are provided to connect with future streets on adjacent land. In the case of dead-end streets which will eventually be extended into the adjacent subdivision, no more than one lot (per side) can front onto the dead-end street stub unless a temporary turn-around bulb (with an off-site easement, if necessary) is provided at the end. A dead-end street shall not exceed six hundred feet (600') in length, and the temporary turn-around bulb must be constructed like a cul-de-sac, as provided in subsection (p) [P.] above (the City Engineer may authorize the use of asphalt or other durable paving material than concrete for the arc portions of the temporary turn-around bulb in order to minimize the cost of removing those portions later on). A note shall be placed on the final plat clearly labeling any dead-end streets (if any) that will at some point be extended into the adjacent property, and signage shall be placed at the end of the constructed street stub (on the barricade) also stating that the street will be extended in the future.
S.
New streets
which extend existing streets shall bear the names of the existing
streets, and shall be dedicated at equal or greater right-of-way widths
than the existing streets.
T.
Construction
of New Streets.
All new streets dedicated within a subdivision
shall be constructed in accordance with paving widths and specifications
as set forth in the TCSS Manual of the City of Lufkin at the time
at which the final plat is approved, and crosswalks and barrier-free
ramps shall be provided and designed in accordance with ADA requirements.
U.
Points of
Access.
All residential developments shall provide no
less than one (1) entrance for every one hundred (100) lots, or portion
thereof. Dead-end stubbed streets that will eventually provide connections
into adjacent future developments and then to an existing arterial
or collector street may be considered as providing the required access.
Subdivisions with four hundred (400) or more lots may submit a traffic
impact analysis showing that additional entrances are not needed for
future traffic generation levels. Based upon recommendations of the
traffic impact analysis, the City Engineer may waive the requirement
for additional entrances into the subdivision.
V.
Streets will
be constructed in accordance to the TCSS Manual that is in effect
at the time of subdivision construction.
(Ordinance 3693 adopted 4/6/2004, as revised through 1/4/2012)
A.
Alleys shall
be optional. If alleys are provided, they shall be designed in accordance
with the TCSS Manual.
B.
Residential
alleys shall not be required except to connect to a subdivision with
existing alleys for the purpose of providing continuity. If alleys
are constructed or required, the following standards shall be met:
1.
In residential
districts, alleys shall be parallel, or approximately parallel, to
the frontage of the street. Alleys in residential districts shall
be designed in accordance with the TCSS Manual.
2.
Alleys
shall be paved in accordance with the City of Lufkin TCSS Manual that
is in effect at the time of subdivision construction.
3.
Where the
deflection of alley alignment occurs, the design of the paving and
property line shall be as established by the TCSS Manual.
4.
Dead-end
or “hammerhead” alleys shall not be allowed. Alleys must
have adequate turnouts and street entrances such that vehicular traffic
flow is continuous and efficient. Where a temporary dead-end alley
situation is unavoidable, a temporary turn-around bulb or turnout
onto a street (either of which will need a temporary easement for
street/alley purposes) shall be provided as determined by the City
Engineer.
5.
Alleys
may not exceed a maximum length of one thousand two hundred feet (1,200),
as measured along the centerline of the alley and between intersections
with other alleys or entrances onto streets (at the right-of-way line
of the street at the alley entrance). The Planning and Zoning Commission
and/or City Council may approve waivers/suspensions for overlength
alleys upon consideration of the following:
a.
Alternative
designs which would reduce alley length;
b.
The effect
of overlength alleys upon access, congestion, delivery of municipal
services, and upon convenience to residents of the subdivision in
accessing rear driveways and in driving around to the front of their
homes; and
c.
Means
of mitigation, including but not limited to additional mid-block alley
turnouts, limitation on the number of lots to be served along a single
alley segment, temporary points of access, and additional fire protection
measures.
(Ordinance 3693 adopted 4/6/2004, as revised through 1/4/2012)
A.
Easements
across lots or centered along rear or side lot lines shall be provided
for utilities where necessary, and shall be of such widths as may
be reasonably necessary for the utility or utilities using same. A
minimum utility easement fifteen feet (15') wide or wider, as determined
by the City Engineer, or any applicable utility company on both sides
of the street adjacent to all street rights-of-way shall be provided
for gas, electric, and other utilities approved by the City. It shall
be the subdivider’s responsibility to determine appropriate
easement widths as required by other utility companies. All easements
shall be accessible by the City and/or by other applicable utility
companies, and accessibility shall be in conformance with the City’s
(and/or the other utility company’s) policies regarding same.
B.
Where a subdivision
is traversed by a watercourse, drainageway, or channel, there shall
be provided a stormwater easement or drainage right-of-way conforming
substantially with such course and of such additional width as may
be designated by the City Engineer (or designee), subject to determination
according to proper engineering considerations. The required width
shall conform to the requirements set forth by the Federal Emergency
Management Agency (FEMA). Parallel streets or parkways may be required
adjacent to certain portions of creek[s] or drainageways to provide
maintenance access or access to recreation areas (see Section 4).
City approved utilities are permitted within the drainage easement.
C.
A minimum
ten-foot-wide (10'-wide) drainage and utility easement shall be provided
along the front of all lots, adjacent to and flush with the street
right-of-way line for the potential placement of utility facilities.
D.
For new development,
all necessary on-site easements shall be established on the subdivision
plat and not by separate instrument, and they shall be labeled for
the specific purpose, and to the specific entity, for which they are
being provided. Examples include, but are not limited to, the following:
a water, sanitary sewer or drainage easement, which is dedicated to
the City for a water or sanitary sewer line or for a drainage structure;
an access easement, which is dedicated to the public for unrestricted
access purposes; a fire lane easement, which is dedicated to the City
for emergency access purposes; an electrical, gas, telephone or cable
television easement, which is dedicated to the specific utility provider
that requires the easement; and so on.
(Ordinance 3693 adopted 4/6/2004, as revised through 1/4/2012)
A.
The length,
width and shapes of blocks shall be determined with due regard to:
B.
In general,
intersecting streets, determining the blocks’ lengths and widths,
shall be provided at such intervals as to serve cross-traffic adequately,
to provide adequate fire protection, and to meet existing streets
or customary subdivision practices. Where no existing subdivision
controls, the block lengths shall not exceed one thousand two hundred
feet (1,200) in length. Where no existing subdivision controls, the
blocks shall not be less than five hundred feet (500) in length; however,
in cases where physical barriers or property ownership creates conditions
where it is appropriate that these standards be varied, the length
may be increased or decreased to meet the existing conditions having
due regard for connecting streets, circulation of traffic and public
safety.
(Ordinance 3693 adopted 4/6/2004, as revised through 1/4/2012)
A.
Lots shall
conform to the minimum requirements of the established zoning district.
B.
Each lot
shall front onto a dedicated, improved public street. Lot width and
access shall conform with the provisions of the City of Lufkin’s
Thoroughfare Plan. Lot access onto arterial and collector streets
is subject to approval by the City Engineer (or designee), who may
require a traffic study or other data/information prior to approval
of the preliminary plat in order to fully study all access issues.
In all cases, lots shall have a minimum of thirty feet (30') of frontage
along a dedicated, improved street.
C.
Irregular-shaped
lots shall have sufficient width at the building line to meet lot
width and frontage requirements of the appropriate zoning district.
Also, the rear width shall be sufficient to provide access for all
necessary utilities, including garbage collection when alleys are
present.
D.
Side lot
lines shall be generally at right angles or radial to street lines.
E.
Double frontage lots shall be avoided, except where they may be essential to provide separation of residential development from traffic arterials as defined in Section 3.1 or to overcome specific disadvantage to topography and orientation. Where lots have double frontage, building setback lines shall be established for each street side. Screening shall be provided in accordance with Section 5.7 [sic].
F.
Flag Lots
1.
Applicants
considering use of a flag lot shall meet with staff prior to the design
of the subdivision to determine if a flag lot is appropriate.
2.
Flag lots
shall be limited to sites with unusual conditions in topography (drainage,
slope, grade, or geological informality), shape (meaning the lot is
irregularly shaped and not based on standard angles forming square
or rectangular designs), or size (in circumstances where there is
not adequate building area due to existing easements or insufficient
leftover land).
3.
Applications
for plats utilizing flag lots shall be received by Staff, recommended
for approval or disapproval by Staff and the Planning and Zoning Commission
and approved or disapproved by Council when the plat is within 200
feet of an established neighborhood of predominantly single-family
or duplex homes. An established neighborhood is an area containing
75% completed structures in which there are homogenous grouping of
individuals, buildings or businesses within a larger community. The
groupings may be separated from each other by physical barriers or
invisible boundaries. Neighborhood associations identified by the
Lufkin Community Police section shall be accepted as an established
neighborhood for the purpose of this standard.
4.
Flag lots
shall not be created as a substitute for construction of a city street.
The Developer shall have the burden of proofing the appropriateness
of a flag lot when the City Engineer or the Director of Planning recommends
construction of a street to provide access to individual lots and
city services.
5.
Driveway
construction plans may be required by the City Engineer to demonstrate
adequate ingress and egress (for emergency vehicles) in a proposed
development with a flag lot. The applicant shall submit plan profiles
for the driveways if requested by the City when the adequacy of lot
access is questioned.
6.
In areas
developed predominately residential (75% or more residentially zoned
land within 200 feet of the proposed flag lot), access from a city
street to a flag lot shall be on land which is owned in fee simple
by the owner of said flag lot. The access stem of a flag lot shall
be limited to the exclusive use of that attached flag lot and shall
not be used for access to another lot.
7.
In areas
developed predominately as commercial (75% or more non-residentially
zoned land within 200 feet of the proposed flag lot), access from
a city street to a flag lot may be provided for joint use to adjacent
lots to limit street accesses along a commercial street. The City
Engineer and Planning Director shall evaluate a proposed joint access
utilizing a flag lot stem to insure adequate access is provided for
all users.
8.
No portion
of an access stem shall be included in computing the required lot
area for a flag lot for zoning purposes.
(Ordinance 3693 adopted 4/6/2004, as revised through 1/4/2012)
Editor’s note–Former section 3.6 pertaining
to building lines and deriving from Ordinance 3693 adopted 4/6/2004
was repealed in its entirety by Ordinance 4284 adopted 10/19/2010.
A.
For purposes
of this section, the following meanings shall apply:
1.
Utility
services.
The facilities of any person, firm or corporation
providing electric, telephone, cable television, water service, gas
or any other such item or service for public use approved but not
provided by the City of Lufkin.
2.
Lateral
lines.
Those utility lines used to distribute service
from a feeder line to a single subdivision. These electric lines are
normally connected to a feeder line through a sectionalizing device
such as a fuse.
3.
Service
lines.
Those utility lines used to connect between the
utilities’ supply system or lateral lines and the end user’s
meter box.
B.
All subdivision
plats and construction plans filed with and submitted to the City
of Lufkin for approval shall provide for utility services such as
electrical, gas, telephone and cable TV utility (lateral and/or service
distribution) lines and wires to be placed underground. Feeder and
other major transmission lines may remain overhead within the appropriate
easements. However, a subdivider shall endeavor and, whenever practical,
the City shall require that feeder lines are placed away from traffic
arteries (Thoroughfare Types “A” and “B”).
Whenever practical, feeder lines which are to be placed overhead shall
not be placed along both sides of the street right-of-way. Verification
of acceptance of easement locations and widths by the public utilities
shall be provided prior to final plat approval by the Planning and
Zoning Commission, and all easements shall be reviewed by the utility
companies and City Engineer for the City prior to granting final approval
for all residential subdivisions affected by this section.
C.
Each of the
utility companies shall be responsible for developing administrative
policies, criteria for easement size, and cost reimbursement procedures
for the installation and extension of their underground utilities.
Nothing herein shall prohibit or restrict any utility company from
recovering the difference in cost of overhead facilities and underground
utilities from the owner or developer in accordance with the provisions
of such utility’s approved tariff. No utility company shall
be required or permitted to begin construction of underground facilities
unless and until the owner or developer of the subdivision has made
arrangements satisfactory to the specific utility company for the
payment of such difference between the cost of overhead facilities
and underground facilities.
D.
All electrical
and telephone support equipment, including transformers, amplifiers,
and switching devices necessary for underground installations, shall
be pad-mounted or mounted underground, but not overhead (unless the
subdivision is served from perimeter overhead electrical facilities).
E.
Temporary
construction service may be provided by overhead electric lines and
facilities without obtaining a waiver/suspension or exception, provided
that when the underground utility service to any portion of a subdivision
is completed, such overhead electric lines and facilities are promptly
removed.
F.
Nothing in
this section shall be construed to require any existing facilities
in place prior to the effective date of this Ordinance to be placed
underground.
(Ordinance 3693 adopted 4/6/2004, as revised through 1/4/2012)
A.
All new subdivisions
shall be connected with an approved water system designed and constructed
in accordance with the TCSS Manual, as amended, and shall be capable
of providing water for health and emergency purposes, including fire
protection. All subdivisions must be served by an approved means of
wastewater collection and treatment. The City may require the phasing
of development and/or improvements in order to maintain adequate wastewater
capacity. It shall be the subdivider’s responsibility to extend
utility lines to provide water or sanitary sewer service, and to procure
any necessary off-site easements for required public improvements
(e.g., easements for utilities, street stubs/temporary turn-arounds,
drainage facilities, etc.).
B.
It shall
be the subdivider’s responsibility to design all improvements
according to the latest edition of the Comprehensive Plan and Water
and Wastewater Master Plans, and/or the TCSS Manual, whichever are
applicable. No sewer main or water main for fire service shall be
less than six (6) inches in size. The City may require that the subdivider
oversize the water system and/or the sanitary sewer system where necessary
to serve land other than the tract or lots to be platted, including
the oversizing of off-site water or sewer mains necessary to extend
service to the property to be platted. If the City requires oversizing,
the City shall pay the difference in all associated construction cost
between the required utility and the oversized utility. The cost shall
be determined by providing a minimum of three bids which have a based
bid for required utilities and an alternate bid for the oversized
utilities. The City utility extension policy is as follows:
1.
Inside
City Limits:
If the extension of service to a property
is inside the City limits of Lufkin, the City will extend utility
service to the nearest property line that is the most advantageous
to the City. The extension of service will be at no cost to the Owner
or the Developer. Any upgrades in infrastructure will be completed
by the City at no cost. All construction will be in accordance with
the Fire Code, TCEQ, and the City Subdivision Ordinance, whichever
is more restrictive.
2.
Outside
City Limits:
For a Subdivision or Development requiring
more than one meter - If the extension of service to a property is
outside the City limits of Lufkin, the Developer will extend utility
service to the property under the supervision of City Staff and based
on construction plans approved by the City Engineer. All construction
will be in accordance with the Fire Code, TCEQ, and the City Subdivision
Ordinance, whichever is more restrictive. The cost of the extension
of utility service will be borne solely by the Developer. Any upgrades
in infrastructure required to meet fire, pressure, and/or TCEQ rules
will be completed by the Developer at their expense. In the event
of future connections to the utility service by other Subdivisions
or Developers, the original Developer will be reimbursed a prorated
share based on a per unit cost for a period of up to five (5) years.
The cost shall be determined based on the point of connection of the
new development. After five (5) years, no cost will be reimbursed
to the Developer. Sewer service is not provided outside the City Limits
of Lufkin.
3.
Individual
Residence or Meter:
If the extension of service to a
property is outside the City limits of Lufkin, the City will extend
utility service to the property for the first two hundred feet (200')
at no cost to the Owner. The Owner will be required to reimburse all
material, labor, and administrative costs for all service beyond the
first two hundred feet (200'). Upgrade requirements will be the responsibility
of the City.
C.
Extension
of water and wastewater lines adjacent to any subdivision shall be
made along the entire frontage of the subdivision adjacent to a street
or thoroughfare. If the subdivision is not adjacent to a thoroughfare,
the extension of utilities shall be accomplished in such a manner
as to allow future connection to said utilities by new subdivisions.
If new subdivisions will never be constructed beyond a developing
subdivision due to physical constraints, the City Engineer may waive
the requirement for adjacent utility line construction.
D.
Installation
of utilities not specifically referenced herein shall comply with
all applicable rules and regulations of the City of Lufkin, Angelina
County (when applicable), and the Texas Commission on Environmental
Quality (TCEQ).
E.
The City
of Lufkin may aid in development, depending upon scheduling, in the
construction of curb and gutter residential subdivisions by allowing
for use of City crews and equipment in the installation of water and
sewer infrastructure. The purchase of all material is the express
requirement of the developer.
(Ordinance 3693 adopted 4/6/2004, as revised through 1/4/2012)
System Design Requirements. Drainage
improvements shall accommodate runoff from the entire upstream drainage
area, and shall be designed to prevent overloading the capacity of
the downstream drainage system. The City may require the phasing of
development, the use of control methods such as retention or detention,
and/or the construction of off-site drainage improvements in order
to mitigate the impact of the proposed development. No stormwater
collection system shall be constructed within the City unless it is
designed in accordance with the City of Lufkin’s Drainage Criteria
Manual for the Design of Storm Drainage Systems by a registered professional
engineer and approved by the City Engineer. All developed areas shall
have concrete curb and gutter drainage systems unless the development
has an average lot size of at least one (1) acre. These lower density
developments can utilize drainage ditch systems or swales if recommended
by the City Engineer and the Planning and Zoning Commission and approved
by the City Council. All plans submitted to the City Engineer for
]approval shall include a layout of the system together with supporting
calculations for the design of the system. In addition to any others,
the plans shall conform to the City of Lufkin’s Drainage Criteria
Manual.
(Ordinance 3693 adopted 4/6/2004, as revised through 1/4/2012)
